Car-wheel and brake-shoe.



A. WAYGOTT.

UAR WHEEL AND BRAKE SHOE. APPLIOATIOH FILED AUG. 30, 1910.

988,808. 8 Patented Apr. 4, 1911] wh irh the UNITED STATES PATENT ornioa.

ALBERT WAYCOTT, OF CLEVELAND, OHIO, ASSIGNOR TO THE DAMASCUS BRAKE BEAM CO., F CLEVELANILOHIO, A CORPORATION OF OHIO.

CAR-WHEEL AND BRAKE-SHOE.

Specification of Letters Patent.

Patented Apr. 4:, 1911.

Application filed August 30, 1910. Serial No. 579,668.

To all whom it may; concern:

Be it known that I, ALBERT WAYooTT, a citizen of the United States, residing at lcvclaud, in the county of Cuyahoga and State of Ohio. have invented. an Improvement in Carheels and Brake-Shoes, of

following is a specification.

The present invention relates to car wheels and the braking shoes therefor'and has for its purpose the construction and arrangement of those parts to the end that a braking action may be effected commensurate with the increase in weight of the cars being constructed nowadays; and yet to accomplish this result without augmenting the present used brake operation mechanis .Owing to'the fact that the weight of cars now being built by the railroads, especially surface passenger cars, is being materially increased,

it has developed that on heavy trains made- .up of modern heavy cars, when'runuing athigh speed. that it is impossible to stop the trains in the same distance as heretofore. The railroad and air brake attempted to remedy this difficulty by using larger air brake cylinders, increased air pressure, and greatly increased pressure on the brake beflll'lS and brake shoes. Efforts along these lines have developed the fact that the brake beams will have to be materially increased in strength to withstand the increased pressure;-also that the best known material, at this time, for brake shoes will not give the necessary amount of friction owing to the heat generated between the face of'the brake shoe and the tread of the'wheel when the train is running at high speed, and heavy pressure applied to the brakes causes the metal in the brake shoc surfacc to melt and forms a lubricant instead of a friction Even i f it were possible to produce a metal that will not fuse under these conditions, there would be danger of having the pressure of the brakes against the sides of the wheels greater than the pressure of the weight on the car on top of the journals, which would result in the journals being moved from under their hearing when the extremely high brake pressure is applied.

The object of my invention is to overcome these ditfici'llties without the necessity .of using larger air brake cylinders increasing the air pressure or materially increasing the nessurc on the brake beams and brake shoes. The invention is disclosed in its preferred coi'npanies have llSQ.

embodiment in the accompanying drawing wherein Figure 1 is a top plan view thereof, the car wheels being shown in section; Fig. 2 is a detailed perspective view of the brake shoe; and Fig. 3 is a longitudinal sectional View of the same.

-1 represents the axle and 2 the wheels. In the drawing the dotted lines 3 represent the width. of the tread of the wheel now in By my invention, I increase the tread of the wheel as at 4 so that there is practically an equal amount of metal' on each side of the usual flange 5. I place a steel tire 6 on the wheel provided with the usual flange. This increased tread of the wheel increases the braking surface approximately 100%. As shown the extra rim or tread is on the inside of the wheel. Having extended the rim or tread of the wheel, I am enabled to extend the area of surface of the shoe 7; in fact double its friction surface. The shoe 7 is provided with a groove 8 adapted to re-- ceive the flange 5 of the wheel. The fact of the shoe embracing the flange also serves to materially increase the braking surface of the shoe. By this construction I am enabled to make the length of the new shoe the same as the present standardlcngth with the single width shoes now in use, and at the same time obtain double the braking surface. By this construction of wheel tread and brake shoe I am enabled to shorten the brake beam, thus materially increasing the strength of said beam and with the increased friction area on the brake shoes thepressure on the brake beams need not be as high as was customary with the former construction of shoe.

In making the proposed changes in the arrangement of brake beam and shoes, I am enabled to dispense with the usual brake. heads and substitute therefor a new type of shoe such as that disclosed in Figs. 2 and 3. This structure comprises a shoe 7 having formed integrally therewith, a part 7 and .within the latter is provided an orifice 8 of, of a brake shoe therefor constructed with the side edges thereof, of a brake shoe there- 15 its braking surface conforming to the pefor co-extensive in width with the tread surriphery of the Wheel tread and flange. face of the Wheel, and. constructed with a 2. The combination with a car wheel hav-, recess ,in its braking surface conforming to ing a substantially broad tread surface and it said flange, the braking surface of the shoe circumferential flange disposed. medially of adapted to come into friction engagement 2 the side edges thereof, of a brake shoe there with the full width of the wheel periphery 'for coextensive in Width with the tread surduring the braking action.

face of the wheel and constructed with its The foregoing specification. si ed at braking surface conforn'ung to the mriphery Cleveland, Ohio this 21st day of J11 7,1910.

01 the tread surface and flange. ALBERT WAYCUTT.

3. The combination with a car Wheel hav- In presence of-- ing a substantially broad tread surface and a Geo. E. HAGENBECK,

circumferential flange disposed medially of E. D. PUGH. 

